US4693222A - Intake air control device for an internal combustion engine - Google Patents

Intake air control device for an internal combustion engine Download PDF

Info

Publication number
US4693222A
US4693222A US06/938,463 US93846386A US4693222A US 4693222 A US4693222 A US 4693222A US 93846386 A US93846386 A US 93846386A US 4693222 A US4693222 A US 4693222A
Authority
US
United States
Prior art keywords
intake air
engine
control device
control means
air flow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US06/938,463
Other languages
English (en)
Inventor
Hiroshi Itou
Yukihiro Okane
Akio Kuramoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ITOU, HIROSHI, KURAMOTO, AKIO, OKANE, YUKIHIRO
Application granted granted Critical
Publication of US4693222A publication Critical patent/US4693222A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an intake air control device for an internal combustion engine.
  • the amount of the intake air is normally controlled by a throttle valve mechanically connected to an accelerator pedal. It is known to provide a intake air control means operable in response to the running condition of the engine, other than such a manually operated throttle valve.
  • a supercharger is provided, which is connected to an output shaft of the engine via a solenoid clutch, which is activated to operate the supercharger when the load of the engine is high (c.f., for example, Japanese Unexamined Patent Publication Nos. 59-18227 and 59-28004).
  • a second valve may be provided on the downstream side of the throttle valve, which is opened to improve the volumetric efficiency of the air sucked into the engine when the load or the speed of the engine is high.
  • the electrically operated fuel pump is designed so that it discharges a substantially constant output flow and receives a constant voltage from the battery. Nevertheless, there is a problem in that, as can be seen from FIG. 6 of the attached drawings, the output flow from the pump may drop if the voltage of the battery drops. A drop in the voltage of the battery may occur, for example, when lights and several electric auxiliary machines are used at the same time. Conventionally, taking this voltage drop into account, a fuel pump having an unnecessarily large capacity, capable of obtaining a sufficient output flow even under the reduced voltage, has been used.
  • the fuel consumption is remarkably increased when the load and speed of the engine is high, thus the capacity of the fuel pump must be further enlarged to ensure that the fuel delivery from the fuel pump may not become too low if the voltage drop occurs under this situation. Therefore, it is necessary to fit a relatively large, and thus expensive, fuel pump in an internal combustion engine.
  • an intake air control device for an internal combustion engine having a battery, an electrically operated fuel pump connected to said battery, fuel injector means supplied with fuel from said fuel pump, an intake air passage communicating with the engine cylinder, an intake air flow control means arranged in said intake air passage and operative in response to the running condition of the engine, an operating means for operating said air flow control means, a detecting means for detecting the voltage of said battery, and a control means for controlling said operating means so as to operate said intake air flow control means in such a manner that the amount of intake air is decreased when the detected voltage is lower than a predetermined value.
  • FIG. 1 is a view illustrating a preferred embodiment of the present invention
  • FIG. 2 is a flow chart illustrating the operation of the supercharger in FIG. 1;
  • FIG. 3 is a view illustrating a second preferred embodiment of the present invention.
  • FIG. 4 is a view illustrating the intake air passage of FIG. 3 in section, passing through the second throttle valve in FIG. 3;
  • FIG. 5 is a flow chart illustrating the operation of the second throttle valve in FIG. 3.
  • FIG. 6 is a graph showing the relationship between the voltage and the output flow of the fuel pump.
  • a body of an internal combustion engine 7 has a piston 10 inserted therein, with a combustion chamber 12 defined above the piston 10.
  • An intake air passage 14 and an exhaust passage 16 are communicated with the combustion chamber 12, respectively, and an intake valve 15 and an exhaust valve 17 are provided, respectively.
  • an air cleaner 18, an air flow meter 20, a throttle valve 22, a mechanically driven supercharger 3a, and a fuel injector 6 are arranged, in that order.
  • the mechanically driven supercharger 3a acts as an intake air flow control means, and is connected to an output shaft of the engine via a solenoid clutch 4a which acts as an operating means.
  • a fuel pump 2 is connected to a battery 1, which can also supply the voltage for other auxiliary machines and lights (not shown).
  • the fuel pump 2 sucks fuel in a fuel tank 24 and delivers the fuel to a delivery pipe 26 which is connected to each fuel injector 6 in each cylinder.
  • the delivery pipe 26 is further connected to the fuel tank 24 via a pressure regulator 28 and a return pipe 30.
  • the pressure regulator 28 maintains the pressure of the fuel in the delivery pipe 26 substantially at a constant value relative to the pressure in the intake air passage 14, so that the opening time period of the fuel injector 6 is in proportion to the amount of fuel to be injected. It will be understood that the discharge flow of the fuel pump 2 must be large enough to exceed the amount of the fuel to be spent to maintain the pressure of the fuel at a substantially constant value relative to the pressure in the intake air passage 14.
  • the fuel injector 6 and the solenoid clutch 4a are controlled by an electric control unit 32.
  • the electric control unit 32 can be constituted by a microcomputer comprising a central processing unit (CPU) 34 having arithmetic and control functions, a read only memory (ROM) 36 storing programs, and a random access memory (RAM) 38 storing data, these elements being interconnected by a bus, simultaneously with an input and output (I/O) port 40 for receiving detector signals and for delivering control signals.
  • the detector signals can be obtained from, for example, the air flow meter 20, a throttle position sensor 42, an engine coolant temperature sensor 44, an oxygen sensor 46, and a revolutional speed sensor (not shown).
  • a voltage sensor 5 for detecting the voltage of the battery 1 is provided. It will be understood by a person having an ordinary skill in the art that the voltage of the battery 1 can be detected in the electric control unit 32.
  • FIG. 2 illustrates a flow chart for controlling the solenoid clutch 4a to operate the supercharger 3a, starting at predetermined intervals.
  • a predetermined value for example, 12 V. If YES at step 50, the program goes to step 51 to stop the operation of the supercharger (S/C) 3a.
  • step 52 determines if the load and rotational speed of the engine is under a supercharger (S/C) operating condition.
  • S/C supercharger
  • the design is such that the supercharger 3a is typically operated when the rotational speed of the engine is higher than a predetermined value or when the load of the engine, detected by the opening degree of the throttle or the amount of the intake air, is higher than a predetermined value. If YES at step 52, then the program goes to step 53 to cause the solenoid clutch 4a to be engaged and thus operate the supercharger 3a. If NO at step 52, the program goes to step 51 to stop the supercharger (S/C) 3a operation.
  • FIG. 3 shows a second embodiment of the present invention, in which a second throttle valve 3b is provided as the intake air flow control means.
  • the intake air passage 14 has a separating wall 55 extending longitudinally along a portion thereof between the first throttle valve 22 and the intake valve 15 (two intake valves 15 are provided for one cylinder in the example shown in FIG. 4).
  • the separating wall 55 separates the intake air passage 14 into two parallel passages 14a and 14b and the second throttle valve 3b is arranged in one of the parallel passages 14a and 14b.
  • the parallel passages are merged into one intake air passage 14 at upstream and downstream ends of the separating wall 55.
  • a vacuum-operated actuator 4b is provided as the operating means for operating the second throttle valve 3b.
  • the operating vacuum is fed from the intake air passage 14 on the downstream side of the first throttle valve 22 through a vacuum tank 56 and a solenoid valve 58.
  • the vacuum tank 56 has a check valve 56a, for accumulating a high intake vacuum therein, and the solenoid valve 58 can feed either the vacuum accumulated in the vacuum tank 56 or the atmospheric pressure to the vacuum-operated actuator 4b.
  • the solenoid valve 58 is controlled by the electric control unit 32 including the central processing unit (CPU) and a detecting means therein for detecting the voltage of the battery 1. It is also possible to provide a voltage detecting means on the outside of the electric control unit 32, as in the example of FIG. 1. Further, in this embodiment, a pressure sensor 60 is provided as the intake air flow detecting means in place of the air flow meter.
  • FIG. 5 is a flow chart for controlling the second throttle valve 3b, constituted by a fundamentally similar flow to that shown in FIG. 2, and thus the steps similar to those of FIG. 2 are represented by identical reference numerals.
  • T-VIS at step 52 represents the second throttle valve 3b, and the T-VIS open condition is set such that the second throttle valve 3b opens when the revolutional speed and the load of the engine are higher than respective predetermined values.
  • VSV represents the solenoid valve 58, and the vacuum is introduced into the vacuum-operated actuator 4b by switching on the VSV to close the second throttle valve 3b.
  • the engine can normally run within the capacity of the fuel pump because of the effect of the intake air flow control means, even if the voltage drop rarely occurs.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US06/938,463 1985-12-18 1986-12-05 Intake air control device for an internal combustion engine Expired - Lifetime US4693222A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP60282741A JPS62142837A (ja) 1985-12-18 1985-12-18 内燃機関の吸気制御装置
JP60-282741 1985-12-18

Publications (1)

Publication Number Publication Date
US4693222A true US4693222A (en) 1987-09-15

Family

ID=17656443

Family Applications (1)

Application Number Title Priority Date Filing Date
US06/938,463 Expired - Lifetime US4693222A (en) 1985-12-18 1986-12-05 Intake air control device for an internal combustion engine

Country Status (3)

Country Link
US (1) US4693222A (enrdf_load_stackoverflow)
JP (1) JPS62142837A (enrdf_load_stackoverflow)
DE (1) DE3643154A1 (enrdf_load_stackoverflow)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4841935A (en) * 1986-10-24 1989-06-27 Honda Giken Kogyo Kabushiki Kaisha Variable air induction control system for internal combustion engine
US4982331A (en) * 1988-01-25 1991-01-01 Mitsubishi Denki Kabushiki Kaisha Fuel injector control apparatus
US5542388A (en) * 1994-08-17 1996-08-06 Toyota Jidosha Kabushiki Kaisha Air-flow control device for engine
US5676102A (en) * 1994-08-17 1997-10-14 Toyota Jidosha Kabushiki Kaisha Engine
US5823163A (en) * 1996-03-27 1998-10-20 Toyota Jidosha Kabushiki Kaisha Intake air-flow control device for an internal combustion engine
US6234141B1 (en) 2000-01-11 2001-05-22 Ford Global Technologies, Inc. Method of controlling intake manifold pressure during startup of a direct injection engine
US6543220B2 (en) * 1999-12-27 2003-04-08 Nissan Motor Co., Ltd. Exhaust emission control apparatus of internal combustion engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10022953A1 (de) * 2000-05-11 2001-11-15 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Kraftstoffeinspritzung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5918227A (ja) * 1982-07-22 1984-01-30 Aisin Seiki Co Ltd 機械式過給機の制御装置
JPS5928044A (ja) * 1982-08-06 1984-02-14 Toyota Motor Corp 過給機付エンジンの安全装置
US4524739A (en) * 1982-11-24 1985-06-25 Hitachi, Ltd. Engine control method

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2808731A1 (de) * 1978-03-01 1979-09-06 Bosch Gmbh Robert Verfahren zum betrieb einer kraftstoffeinspritzanlage und kraftstoffeinspritzanlage
JPS58172452A (ja) * 1982-04-02 1983-10-11 Toyota Motor Corp 電子制御式燃料噴射装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5918227A (ja) * 1982-07-22 1984-01-30 Aisin Seiki Co Ltd 機械式過給機の制御装置
JPS5928044A (ja) * 1982-08-06 1984-02-14 Toyota Motor Corp 過給機付エンジンの安全装置
US4524739A (en) * 1982-11-24 1985-06-25 Hitachi, Ltd. Engine control method

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4841935A (en) * 1986-10-24 1989-06-27 Honda Giken Kogyo Kabushiki Kaisha Variable air induction control system for internal combustion engine
US4982331A (en) * 1988-01-25 1991-01-01 Mitsubishi Denki Kabushiki Kaisha Fuel injector control apparatus
US5542388A (en) * 1994-08-17 1996-08-06 Toyota Jidosha Kabushiki Kaisha Air-flow control device for engine
US5676102A (en) * 1994-08-17 1997-10-14 Toyota Jidosha Kabushiki Kaisha Engine
US5704324A (en) * 1994-08-17 1998-01-06 Toyota Jidosha Kabushiki Kaisha Engine
US5823163A (en) * 1996-03-27 1998-10-20 Toyota Jidosha Kabushiki Kaisha Intake air-flow control device for an internal combustion engine
US6543220B2 (en) * 1999-12-27 2003-04-08 Nissan Motor Co., Ltd. Exhaust emission control apparatus of internal combustion engine
US6234141B1 (en) 2000-01-11 2001-05-22 Ford Global Technologies, Inc. Method of controlling intake manifold pressure during startup of a direct injection engine

Also Published As

Publication number Publication date
DE3643154C2 (enrdf_load_stackoverflow) 1989-06-08
JPS62142837A (ja) 1987-06-26
DE3643154A1 (de) 1987-06-25

Similar Documents

Publication Publication Date Title
US4903488A (en) Turbocharged engine including an engine driven supercharger
US5785025A (en) Fuel supply for international combustion engine
US4967717A (en) Abnormality detecting device for an EGR system
US20040006985A1 (en) Method and arrangement for controlling an internal combustion engine
US4793318A (en) Diagnostic system for exhaust gas recirculation device
US4508074A (en) Intake air quantity control method for internal combustion engines at termination of fuel cut operation
EP0769612B1 (en) Apparatus for detecting intake pressure abnormalities in an engine
US4693222A (en) Intake air control device for an internal combustion engine
CA2138563C (en) Catalyst deterioration-determining device of an internal combustion engine
WO2000011337A1 (en) Fuel injection system control method
JPH0621557B2 (ja) 過給機付エンジン
US6776141B2 (en) Fuel supply apparatus for engines
US4681076A (en) Electronically controlled fuel injection system for an internal combustion engine
US4671240A (en) Fuel injection system for an internal combustion engine
US4290402A (en) Gas-operated internal combustion engine
JP3344284B2 (ja) 内燃機関の運転制御装置
US5456234A (en) Fuel pump control system for internal combustion engine
EP0105422A1 (en) Feed system for supercharged diesel engines
US6505613B1 (en) Air assist fuel injection system with compressor intake throttle control
US4368713A (en) Gas-operated internal combustion engine
JP3137007B2 (ja) 内燃機関の燃料供給制御装置
JPS59138765A (ja) 気化器のパ−コレ−シヨン防止装置
JP7455489B2 (ja) 車両の制御装置
US4532908A (en) Control device for metering fuel in a supercharged internal combustion engine
JP2544110Y2 (ja) 燃料供給装置における燃圧制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, 1, TOYOTA-CHO, TO

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:ITOU, HIROSHI;OKANE, YUKIHIRO;KURAMOTO, AKIO;REEL/FRAME:004643/0512

Effective date: 19861121

Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ITOU, HIROSHI;OKANE, YUKIHIRO;KURAMOTO, AKIO;REEL/FRAME:004643/0512

Effective date: 19861121

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

STCF Information on status: patent grant

Free format text: PATENTED CASE

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FPAY Fee payment

Year of fee payment: 12